Locomotive.



.WiTNE "1215512 -A. F. BATCHELDER. LOOOMOTIVE.

APPLIOATION FILE 1) 1,026,552. D m m1 Patented M3314, 1912.

2 SHEETS-SHEET 1.

Fig-1.

INVENTEIRZ W. Aim FDATEHELDER,

Hi5 ATTQRNEY j of which the following is a specification.

' operate at higli speeds and give high tracv employ special friction devices and springs gear of the locomotive in two independent the cab, rigidly to thesection frame and ncense.

To all whom demo y concern a citizen of the United States, residing at -Schenectady, county of Schenectady, State is particularly applicable to electric loco- .vide each of the two sections of the running gear with trucks. so arranged that the run- ,ini'ame by a pivotal connection to the truck to. one another aroiind the articulated joint 'WETED STATEd PATENT @hhllfill ass r. senescence. or scnnnno'rapr, new "sons, assrenon TO GENERAL ELECTRIC consent, 1 operosarxon or NEW roan.

Loconzo'rIvE.

Be it known that I, Asa F. Barcmwrn,

of New York, have invented certain new and useful Improvements n Locomotives,

My inventionv relates to locomotives, and

motives; I

Heretofore in building locomotives which two effort, it has been found necessary to to absorb theblows whichthe trucks tend to deliver to the track by the lateral motion of the locomotive.

My invention has for its object, a novel construction of locomotive, in which the mg up of any movement which tends to increase in magnitude with each lateral movement and thus to deliver blows to the track, and in which the wheel base eis 'so flexible that it will easily operate aroundv sharp curves. To this end, I build the running sections on which a single cabis mounted through two pivotal connections, and I proning gear, will have an unsymmetrical truck arrangement. This lack of symmetry is obtained by securing the truck on that end of each section which is under the middle of supporting the other end of each section that end. The two running gear sections be connected together only. by the pivconnections between the cab and the frame sections, but I prefer to employ also a connection between the adjacent ends of the section frames and in the preferred constrn'ction thisconnection is in the form of an articulated joint which prevents any lateral movement between theseends while-still permitting the sections to move with respect when the locomotive is going arounda curve in thetrack. Fora better understanding of my invenl Specification of Letters Patent. Application filed December 30,1911. Serial No. 868,770.

Patented May it, 1912.

description taken in connection with the accompanying drawings, in which Figaro l is a skeleton \liew of a locomotive embodying my invention; Fig. 2 is a side elevation of one half of the locomotive shown in Fig. 1; Fig. 3 is a section through one of the trucks rigidly fastened to one of the section frames, and Fig. 4' is a perspective view of the niyatfem of spring suspension of'one of the trite-its pivotally connected to the section frhmes.

Referring to the drawings, ear-h of the two running gear sections A and B of my locomotive has nirgunted thereon tivb trucks C and D, the axles o f which are-i'nmlnterl for limited vertical "movement in truck frames 2 and The journal boxes for these axles and-the manner in which they are mounted in the truck frames may be of any well known style and form no part of my invention. The truck frames C are rigidly connected to frames-e and 5 of the sections A and B, and the truck frames of thetruchs D are pivotally connected to the section frames t and 5, the rigidly mounted truck frames being nearest the middle of the loco motive, and the pivoted or swivel trucks being near the ends of the lOCOfilOi'lYC. This unsymmetrical truck arrangement of each running gear section permits'the locomotive to operate in either direction and minimixes any tendency to lateral vibrations of the section frames by reason of the fact that the rigid connection of one of the trucks to the section frame acts as a drag to resistany vibration that may beset up by the a employ also a connection between the ad-- jacent ends of the section frame and in the preferred construction this connection is 111 the form of an articulated joint which pre-' vents relative lateral movement between the two sections.

I preferably provide each track with metive power, and, in the particular locomotive shown, in which each truck has two pairs oi. wheels,.I provide each axle with an electric motor 6. Each axle is therefore a driving axle and consequently the required weigl'it for traction is equally distributed and the weight per axle is much less than is usually required in locomotives of heavy tractive power. This reduces to a minimum the damage to the track, due to the vertical or lateral movement of the trucks.

When the two section frames are connected together by an articulated joint it is necessary that one of the two center pins-7 shall also permit of some longitudinal sliding motion as well as pivotal motion. This is ac complished in one of several well known ways, as. for instance, by providing a long slot in the lower portion of the center pin, in which a projection from the upper portion of the center pin moves. The center pins? are of sulficient width to prevent the cab from tip ping over, but are not wide enough to prevent the trucks from having a reasonable amount of tipping motion. These center pins 7 are moun'ted on each section frame substantially half 'way between the two trucks thereon. lVithin the cab are the con trol apparatus, air compressor. etc. In the particular locomotive shown the draw-bars are mounted upon the section frames.

In both of the trucks I have shown the electric motors as being of the bipolar type in which the armature 8 surrounds the axles, the field structure of each motor being built into :1 l forming a part of the truck frame. inferring 'iarticularly to Fig. 3 in which is shown a cros section of one of the rigid trucks, the trucl frame 3 is fastened to the section frame 1- by means of bolts 9. The truck frame is supported upon its four journal boxes by springs 10, links 11, and equalizing levers 12. \Vith this arrangement each side of the truck is, in effect, supported jointly upon the two journal boxes on that side at a point 13. This truck is therefore, equalized so as to ha \'c an axis crosswise and between the two axles through a line joinint the points 13. In,this way the spring borne portion of the true]; is held in stable equilibrium crosswise of the locomotive, but in unstable equilibrium lengthwise of the locomotive. The other end of the section framcis carried on a center plate 14; through which the tracks I) are pivotally connected to the section frames. This center plate is practically equivalent to a point, and thus each section of the locomotive has a three-point suspension which is believed to be the proper method of equally distribub ing the weight. The frames 2 of each of the swivel trucks D are supported on their jouroaaaaa nal boxes through springs 15, links 16 and one equalizing lever 17 as clearly shown in Fig. lVith this arrangement the frames of the trucks I) are in etl'ect simported at three points, two points being over the journal boxes of the axles on one side of the truck, and the other point being substantially half way between the axles on the other side of the truck. il llZ-l'l this arrangement the frames of the trucks D have a three point suspension or equalization, and are therefore, in stable equilibrium. From this it will be seen that each section frame. has a three point equalization and that the forward and rearward trucks of the locomotive also have a three point equalization, and consetpiently the whole locomotive is practically completely equalized.

I desire it to be understood that my invention is not limited to the particular construction and arrangementof parts shown and described, and I aim in the appended claims to cover all modifications which do not depart from the spirit and scope of my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is,--

1. In a locomotive, two running gear sections, each of said sections comprising a section frame and two trucks, said truclts nearest the middle of the locomotive being rigidly attached to said section frames, said trucks near the ends of said locomotive being pivotally connected to said section frames. a cab, and pivotal connection for said cab, one of said connections for said cab being located on each of said frames between the trucks.

2. In a locomotive, two running gear seclions. each of said sections comprising a see tion frame and two trucks, said trucks nearest the middle of the locomotive being rigidly attached to said section frames, said trucks near the ends of said locomotive being pivotally connected to said section frames, means connecting the adjacent ends of said section frames, a cab, and pivotal connections for said cab. one of said con nections for said cab being located on each. of said section frames between the trucks.

3. In a locomotive, two running gear sections. each of said sections comprising a section frame and two trucks, said trucks nearest the middle of the locomotive being rigidly attached to said section frames, said trucks near the ends of said locomotive being pivotally connected to said section frames, an articulated joint connecting adjace t. ends of said section frames, a cab, and pivotal coi'mections for said cab, one of said connections for said cab being located on each of said section frames between the. trucks.

4:. In an electric locomotive, two running gear sections, each of said sections compris ingesecfiion frame and twc trucks, electric being located on each of said sec-tic frames motive power for driving each truck, said between the trucks. g

trufcks nearest the middle of the locomotive In witness whereof, I'have hereunto set being rigidly attached to said section frames, my hand this 29th day of December, 1911.

5"s'aid trncks'near'thc end of the locomotive ASA F. BATCHELDER. being pivbhlly connected to sald section W1tnesses: I frames, a cab; and'pivotal connections for BENJAMIN B. HU L, said (fab, one of tiigponnections of saidcab HELEN Onrom 

